Operation of compression ignition type internal combustion engines



Nov. 15, 1960 MONNOT Er 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 1 o l a l l I l -15 -10 -S +5 Fig.. 1

INVENTORS GEORGES MONNOT POST/.SLA V V/CHN/E V5KY BY mm mm ATTORNEYS Nov. 15, 1960 G. MONNOT ETAL 2,950,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 2 A p Pmcx AP A. 1 1 F AL Lulu" per dogma ll Max. Pressure Kg lcm Fig.-I A

INVENTORS GEORGES MO/YNOT ROSTASLAV V/CHN/EVSKY ATTORNEYS $960,079 YPE Nov. 15, 1960 e. MONNOT arm.

OPERATION OF COMPRESSION IGNITION T INTERNAL COMBUSTION ENGINES 15 Sheets-Sheet 3 Fig-2 INVENTORS GEORGES MONNOT ROST/SLAV V/CHN/EVSKY BY: Jp zflmz'n 'j oEmin A TTORNE Y5 Nov. 15, 1960 MONNOT r 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 4 l I l l l I l -20 -15 -10 s +5 Fig-3 INVENTORS Nov. 15, 1960 G. MONNOT EI'AL 2,950,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL. COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-'Sheet 5 INVENTORS GEORGES MONNOT IPOSTLSLA V V/CH/V/E V516 Nov. 15, 1960 G. MONNOT ETAL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 6 Pmux.

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INVENTORS GEORGES MO/VNOT ROST/SLA V V/CHN/EVSK Y Nov. 15, 1960 G. M

NNOT Er AL OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet '7 Eso A E'so A el l l I l 4L -2O --15 -1O 5 O 5 Fig. 5

INVENTOR.

GEORGES MONNOT ROST/SLAV V/C/IN/EVSKV BY-Jo aZi'nz'n Sim/ 0 ajmm ATTORNEYS Nov. 15, 1960 G. MONNOT EI'AL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 8 o l l l l l l L -25 -20 :15 -'10 -S 0 +5 +10 +15 Fig 6 INVENTORS GEORGES MON NOT ROST/SZA V WCHN/EV5K Y sr-mn wm ATTORNE Y5 Nov. 15, 1960 G. MONNOT HAL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE.

INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 9 G340 .8) Gm Gsno 70 f -60 G20 j// .50 so M l l I l l l I ..15 -'|0 -5 Fig.-7

INVENTORS GEORGES MON/V07 fiwTlsl-AV WCHN/E VSK Y by: Will am ATTORNEYS Nov. 15, 1960 s. MONNOT ETAL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 10 1 l 1 l l l l L -20 -15 4O -5 O 5 4- TC.

Fig- 8 INVENTOR.

GEORGES MONNOT ROST/SLAV V/CH/V/E VS/(Y 15, 1960 a. MONNQT ETAL 2,950,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-$116M 11 l I l l l I l L -30 -25 -20 -15 -1O 5 0 +5 +10 Fig.- 9

INVENTOR5 GEORGES MON/V07 POST/5M V WC'H/V/E 145K V Nov. 15, 1960 G. MONNOT ETAL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 12 INVENTORS GEORGES MON/v07 R0$775LA V V/CHIV/E l/5K Y Nov. 15, 1960 s. MONNOT ETAL 2,960,079

OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION susmss Filed May 15, 1958 15 Sheets-Sheet 1a Fig-12 INVENTORS GEO K355 MONNOT A 77 OR NE 7 5 Nov. 15, 1960 G. MONNOT ETAL OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES 15 Sheets-Sheet 14 Filed May 15, 1958 'IIIIIIIIII Fig. -13

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OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Filed May 15, 1958 15 Sheets-Sheet 15 Fig. 14

INVENTORS GEORGES MON/V07 POST/5M l V/CH/WEVSKY BYm/o 07min "mm Unite OPERATION OF COMPRESSION IGNITION TYPE INTERNAL COMBUSTION ENGINES Georges Monnot and Rostislav Vichnievsky, Paris, France,, assignors to Institut Francais du Petrole des Carburants et Luhrifiants, Paris, France This invention relates to improvements in the operation of internal combustion engines of the compression ignition type and more particularly to the operation of such engines by means of a novel method of double injection.

It is an object of our invention to provide for an improved method of operation of internal combustion engines of the compression ignition type in order to obtain a smoother combustion regardless of the type of fuel employed, and, contrary to the known methods, an increased power output at a given rate of pressure increase; it is a further object of our invention, to make it possible to run the compression ignition engines at higher speeds than conventionally and to feed them with fuels which are lighter than gas oil, for instance all types of gasoline including gasoline of high octane number, the use of which is normally limited to engines of the carburetor type.

The method of pilot injection is well-known in the art. This method comprises the injection of a small por-- tion of a fuel charge ahead of the main injection in engines of the diesel type using diesel oil. It has been described for instance in Automotive Industries, vol. 79 (1938), pp. 533-534 What Can Be Gained by Pilot Injection, by Dr. P. H. Schweitzer.

Its purpose is to reduce the ignition lag of certain fuels, prevent knocking of the engine and raise the cylinder gas temperature sufiiciently to promote rapid ignition. The portion of the total fuel charge injected as pilot charge is a relatively small part of the total charge and amounts to about of the latter and according to the above mentioned publication it must not be more than of the main charge if the best results are contemplated. The pilot charge is injected through the same injector as the main charge and at an angle of rotation of the crankshaft of about 10 to 40 prior to the main injection. According to Schweitzer the pilot spray must begin 10 to 15 before top center and the main spray must follow by 8 to 10.

The same principle of operation forms the basis of the known precarbureting systems which comprise the replacement of the combustion-sustaining agent, such as air, in compression ignition type engines by a homogenized mixture of air and carburant, which mixture only contains a proportion of the latter insufficient for complete combustion, so that a voluntary ignition and explosion of this mixture is not possible.

As has been stated before, these known methods serve to make smoother the operation of the engine by reducing to a certain degree the ignition lag occurring in engines of the compression ignition type.

In fact, the break, or sudden rise in the curve representing the compression-time diagram at the instant of ignition depends upon lag which in turn depends on the nature of the used fuel. When using a fuel of a given type having a given ignition lag, the best power output will be achieved by advancing the ignition time sufiiciently so as to provide that maximum pressure he obtained in the vicinity of the top center position of the crankshaft and consequently the piston of a cylinder.

"ice

However, this advance of the injection entails an abrupt change in the slope of the curve representing the pressuretime diagram which change is particularly detrimental to the mechanism of the engine.

It has therefore already been proposed to smooth out the rise in pressure in the aforesaid diagram and obtain a more gradual pressure increase at the same length of injection time and thereby to reduce the o-therwise'inevitable wear of the engine, by advancing the beginning of the injection by a much smaller angular interval taken from the top center so as to permit on the one hand, that the ignition occur somewhat later and, on the other hand that the rise in pressure be limited due to the influence of the expansion which takes place during a part of the combustion. However, this has the very serious drawback that the combustion itself takes place during the initial part of the expansion stroke, and consequently leads to a substantial loss of power due to an insufficient expansion.

This is, for instance, the case when operating a diesel engine in the manner described in Automotive Industries hereabove cited.

In fact, all known methods having the object of making the operation of compression ignition type internal combustion engines smoother by reducing the time lag between the beginning of the injection and the ignition and avoiding knocking of the engine suffer from the aforementioned drawback of a considerable loss in power output.

These drawbacks are avoided and the objects of our invention of obtaining an increased power output at a given rate of pressure increase under otherwise the same conditions of operation as in the known methods, and to make it possible to use in this type of engine light fuels such as gasoline having a high octane number with excellent power output, are achieved by the improved method according to our invention. This method comprises a double injection of fuel consisting of a first carbureting injection of a fraction of the fuel into'the residual hot gases remaining in the combustion space of the cylinder toward the end of the exhaust stroke 'of a work-cycle and a second igniting injection in the cylinder toward the end of the compression stroke of the next work-cycle, said injection amounting to the reminder of the fuel charge. The time interval between the carbureting and the igniting injections as well as the ratio of the amounts of the two injections are adjusted to the type of fuel, the time of opening of the intake valve of a given cylinder relative to the aforesaid two injections,

and the dimensions and working speed of the engine, in such a manner that the chemical reactions taking place in the combustion space of an engine cylinder be so controlled that the resulting time lag between the injection of the igniting portion i.e. between the second of the two aforesaid injections, and the ignition itself is substantially reduced or entirely eliminated. This is achieved by timing the first and second injection relative to the opening of the intake valve of the cylinder and top center position of the crankshaft at the end of the compression stroke, so that the first injection takes place approximately by one full revolution of the crankshaft (360) prior to the aforesaid top center position and the second injection takes place prior to top center, in the case of the air intake valve opening at approximately 12 prior to top center. In the known methods of pilot injection, the first injection takes place at approximately 8 to 10 prior to the position of the crankshaft in which the second injection occurs while the second main injection takes place in the vicinity of the top center, for instance 1 to 5 degrees prior to the latter (see P. H. Schweitzer hereabove'rnentioned).

The method according to the present invention is based on our discovery that the first or carbureting injection should be effected into the residual hot gases remaining in the combustion space of the cylinder toward the end ofthe exhaust stroke of the preceding work cycle, while the second or igniting injection of the remainder of the fuel should take place toward the end of the compression stroke and preferably at a position of the crankshaft prior to top center, and usually not closer than for instance prior the lattter.

However it must be emphasized that the only essential condition necessary to obtain improved results according to this invention resides in injecting a first fraction of the total charge in the hot residual gases remaining in the cylinder toward the end of the exhaust stroke of the preceding work-cycle, provided that the second injection of the remaining fraction of the charge take place at such a position of the crankshaft that self-ignition of the total charge be possible.

We have found that, if these conditions are observed, the fuel injected at first in the combustion space of a compression ignition engine will be transformed before the second fuel injection occurs, toward such a chemical composition and such physical conditions of the gas mixture in the combustion space, that, at the time of the second injection, ignition of the gas mixture takes place practically instantaneously, as soon as the second in jeotion occurs and it is followed by a smooth further combustion.

Thus, subrnitting the first of the two fuel portions to be injected successively during the work-cycle in each cylinder, to the elevated temperatures and the low oxygen content of the residual gases at the end of the exhaust stroke, said fuel portion is subjected to chemical reactions of cracking eventually accompanied by oxidation reactions, which reactions progress until fresh air is introduced into the cylinder and reduces the temperature of the gas mixture thereby chilling these reactions.

By timing the first and second injection relative to the work cycle of each cylinder of the engine in the manner described above, these reactions lead to a gas mixture, at the time of the second injection which permits to achieve for a given type of fuel the best possible compromise between an increase in the output rate and optimal conditions of ignition and combustion.

By a careful timing of the first injection, i.e. of the carbureting fraction, in the method according to our invention, relative to the opening time of the air intake valve and by taking into accountthe specific type of engine and its working speed, it is then possible to control the reactions in the gas mixture originated by the first injection, so that, on the one hand, the ignition lag at the time of the second injection is substantially elimiated, and on the other hand, a self-ignition of the carbureting fraction prior to the main injection of the igniting fraction is avoided. A premature self-ignition of the gas mixture would lead to a loss of power and consequently an undesirable decrease of the engine output.

The intensity of the cracking and/or oxidation reactions is controlled in such a manner by a corresponding timing of the primary injection that the combustible mixture formed after the intake stroke and after certain chemical changes occurring during the compression stroke, is ignited substantially at the moment when the secondary or main injection takes place.

Careful observation of the conditions set forth above thus permits to reduce at will the ignition lag of any type of fuel used. If it is so desired, this ignition lag can be completely suppressed by a corresponding timing of the primary injection relative to the work cycle and to the opening time of the air intake valve for any given time interval between the first and the second or main injection, the latter being chosen conveniently within the limits set forth above so as to effect a progressive rise of pressure while preserving a satisfactory engine output. A pronounced reduction or complete elimination of the ignition lag will lead, of course, to a progressive pressure rise at the time of the ignition without an abrupt change in the slope of the pressure-time curve.

While the phenomena of combustion are at present not sufficiently known to permit us to explain with absolute certainty, why this pressure rises is less abrupt in the case of a double injection than in a single injection, We believe that this may be due to the fact that the first fine droplets of injected fuel are inflamed more rapidly when in contact with already partly oxidized fuel compounds, whereupon the flame is propagated in one direction through the fuel jet of the secondary injection, and in the other direction through the carbureted mixture itself which burns progressively.

The above-mentioned limits of the range in which the ratio of the carbureting fraction of the injected fuel charge to the igniting fraction may vary, namely between 1:4 and 1:2, depend on the fact that the injection of a larger carbureting fraction would provoke the wellknown knocking of the motor which is so detrimental to the good mechanical functioning of the latter while a ratio smaller than about 1:4 does not reduce the ignition lag sufficiently and leads to an abrupt pressure rise at the instant when ignition occurs.

The exact ratio between the carbureting and the igniting fraction of the total fuel charge depends also on the type of fuel used so as to combine optimal output with greatest smoothness of operation.

For a given engine having a determined opening time of the air intake valve and a determined working speed, and for a given fuel to be used in that engine, three variables have to be considered in order to determine the optimal conditions for achieving a satisfactory combustion according to the method of our invention:

1) The timing of the main injection of the igniting fraction relative to the work cycle of the engine;

(2.) The ratio of the carbureting to the igniting fraction, i.e. what portion of the total charge is to be injected by the first injection and what portion by the main injection;

(3) The timing of the injection of the carbureting fraction relative to the work cycle while residual hot gases are present in the cylinder, the spacing between the first and the main injection being determined by the difference between (1) and (3).

Our invention will be further illustrated by a number of examples which are of course not to be considered limitative of the scope of the invention in any way or form, and by the accompanying drawings in which:

Figure 1 represents a pressure time diagram in which the region of the top center position of the crankshaft is shown, the abscissa or time axis showing the successive angular positions of the crankshaft and the ordinate showing the pressure values in kilograms per square centimeter (kg./cm. this diagram illustrates Examle I. p Figure 1A is another diagram on the basis of Example I, showing the magnitudes of (1) the pressure maximum, (2) the average increase in pressure per degree, (3) ratio of (1) to (2) depending on the ratio of primary to secondary injection according to the method of the invention.

Figures 2 to 10 are similar diagrams as Figure 1 illustrating Examples II to X respectively. Figure 4A is another diagram of the same type as 1A but corresponding to a gas-oil charge.

Figure 11 is a schematical view of an engine having a fuel supply system adapted for carrying out the method according to the invention.

Figure 12 is a schematical view of an engine having a fuel supply system adapted for carrying out a known method envolving a single'fuel injection per work cycle of each cylinder.

Figure 13 is a sectional view of a camshaft-injection valve system adapted for controlling the ignition of fuel according to our invention. Figures 14 and show two other devices for practicing the method of double injection according to the invention.

The examples given hereinafter illustrate the influence of the three above-mentioned variables on the output as well as the slope of the pressure rise in the operation of a determined engine operated by the method according to our invention. The engine selected to serve for carrying out the subsequent examples is characterized by the following data:

It is a four-stroke diesel type engine having two cylinders aligned in parallel, a power of fifty international hp. at a speed of 1250 r.p.m., and each cylinder has a bore of 150 millimeters and a stroke of 180 millimeters, the compression rate being 15.

The distribution of the engine is so regulated that the opening and closing of the air intake valve take place respectively at 12 prior to top center and 36 after bottom center and that the opening and closing of the exhaust valve take place respectively at 36 prior to bottom center and 12 after top center.

The engine is equipped with two injection pumps 2 and 3 of the direct injection type each having two cyl- :inders 2a and 2b and 3a and 3b, respectively, by means -of which the two types of fuel injection according to the method of our invention are effected. The fuel injection system is illustrated in Figure 11, the injectors 4 and 5 of the engine, each of which supplies fuel to one of the cylinders 6 and 7, being fed in parallel with fuel from pumps 2 and 3.

Pressure diagrams as a function of the angle of rotation of the crankshaft 8 are recorded by means of a strobocathodic manograph, thereby permitting to ob- :serve the influence of the parameters of adjustment of the two injections on the performance of the engine and the progressive development of combustion. Smoke density is recorded according to the Shell method which consists in evaluating the blackening of a filter paper of determined surface area by the passage therethrough of a determined volume of burned gases.

EXAMPLE I takes place), and the secondary injection of the remain-;

ing or igniting charge is done toward the end of the compression stroke, at a position of the crankshaft of prior to the same top center.

The amount of gasoline constituting the carbureting charge, i.e. the charge first injected, amounts to 16% of the total charge introduced into the engine per workcycle.

EXAMPLE H Example I is repeated, but the primary charge amounts to 30% of the total charge injected at each work cycle.

A corresponding pressure curve is plotted in the diagram of Figure 1 and designated by A EXAMPLE III Example I is repeated, but the primary charge amounts to 39% of the total charge injected at each work cycle. A corresponding pressure curve is plotted in the diagram of Figure 1 and designated by A EXAMPLE IV Example I is repeated, but the primary charge amounts to 50% of the total charge injected at each work cycle.

A corresponding pressure curve is plotted in the diagram of Figure 1 and designated by A .EXAMPLE V For the sake of comparison, the entire charge is introduced in a conventional manner in a single injection effected at the same time when, in the method according to our invention, the secondary injection would take place. There is thus no primary injection, and, consequently, the amount of carbureting charge is 0%. Curve A in Figure 1 illustrates the changes in pressure and shows the undesirable, abrupt rise in pressure at the instant of ignition approximately at a crankshaft position of 5 after top center.

A comparison of curves A A A and A with curve A clearly shows the reduction of the ignition lag together with the increase achieved in pressure above the maximum compression at top center without ignition and therewith in power output and the occurrence of the pressure maximum when the ratio of the pre-injected charge M to the subsequently injected main charge M exceeds 30:100.

In the case of a single injection, ignition takes place at about 5 after top center which represents an ignition lag correspondnig to an angle of rotation of the crankshaft of about 25 and the maximum pressure is produced only at a position of the crankshaft of about 12 after top center.

If the share of the primary injection of the total charge ranges from 16 to 30%, which latter amount is already beyond the maximum share of the pilot charge in the known methods of pilot injection, the decrease of the ignition lag is only about 5 while the increase of the pressure maximum is only about 5 kg./cm. By increasing the share of the primary charge to about 40 to reduce the ignition lag by about 15 to approximately As will be seen from the curves in Figure 1A, the changes in phenomena due to the decrease of the ignition lag, are most pronounced from curve A to A than from curve A to A The curves of Figure 1 and Figure 1A confirm our discovery that with a gasoline charge and the two injections respectively positioned at 360 and 20 prior to top center unexpectedly good results are achieved as well from the point of view of a smooth increase in pressure as from the point of view of obtaining a satisfactory pressure maximum since the ratio of the maximum pressure to the average increase in pressure per degree of rotation of the crankshaft goes continuously raising for shares of the primary charge from 15% up to 50%. However, in this particular case and with the particular engine used the rate of increase of said last mentioned ratio becomes smaller for shares of the primary injection from 39 up to 50%.

Curves A and A show that the pressure maximum is attained at a crankshaft position of only 1 to 2 after top center i.e. at an almost ideal time.

The reduction in the ignition lag, due to an appropriate timing of the first injection according to this invention, whereby the beginning of ignition is shifted from the immediate vicinity of top center position to about 10 prior to top center, while the time of the secondary or main injection is advanced to about 20 prior to top center instead of the conventionally recommended 5 to 8", permits to obtain the advantage of a very smooth running of the motor better than that achieved by the conventional pilot injection, while permitting at the same time to reach maximum pressure in the vicinity of kg./cm. practically at top center position of the crankshaft, which corresponds to an unexpected improvement of engine output hitherto unachieved by the conventional methods of double injection.

As has been mentioned before, for a given power of the engine, the efl'lciency of the latter varies with the ratio of the carbureting to the igniting charge.

The following Table I illustrates, always on the basis of Example I, the change in engine efiiciency expressed fuel charge is between 40 and 50%.

i 60 H.P.

in grams of fuel consumed per HP. and hour depending onthe change of the ratio M :(M +M Table I Fuel consumption index Ratio M :(M1+M2) in percent: (base 100 for single injection) Table II- Ratio M :(M +M in percent: Smoke index Curves C 5 and C 5 in Figure HI correspond; respectively, tojthe same primary injection ratio as inExample EXAMPLES VII-XIV The engine described above is operated under the same conditions as in Example I: however, the fuel used is a diesel oil having a cetane number of 50-55. These examples were carried out with a single injection for the sake of comparison (Example VII;

M :(M +M )=0%, and with primary injection shares of 20, 30, 35, 40, 42, 50, and 57%.

The results are compiled in Table III which indicates, which share of the primary injection was used in each example and which curve in Figure 4 describes the changes in pressure occuring in the top center region at the end of the compression stroke, as well as the 5.5 timing of the ignition point and the pressure maximum 20 4.5 both expressed by the angular positionof the crankshaft 30 3.0 relative to the top center, and the height of the pressure 40 2.5 maximum in kg./cm. furthermore, the fuel consump- 50 2.0 tion rate in grams per H.P.-hour and the smoke index.

Table III i, Press. Ign. Timing Maxim. Fuel Con- Smoke Example N0. Mt-l-Mg Curve, lag of Press, Pressure, sumption Index Percent Fig. 4 Max. kgJcm. index Degrees 0 Do 16 +7 67 100 7.0 20 97 3.0 D50 13 +6 72 95 2.7 D35 0 +4 78 98 3.0 0 +4 80 100.5 3.2 42 D4 -0 +3. 5 82 101. 5 a. 5 50 3 +2 84 105 4.1 57 D 5 +2. 5 89 112 4. 4

1 Index based on: fuel consumption in the case of a single injeetion=100.

A comparison of both tables and the diagrams of obtained if the share of the primary charge in the total In the following Examples V and VI these two proportions have therefore been'applied under the same conditions as in Examples I to IV, however at different working speeds of the motor.

EXAMPLE V The above described engine is operated under the same conditions as described in Example I in particular with regard to the timing of the primary and the secondary injections at 360 and 20 prior to top center position at the end of the compression stroke, however at an engine speed at 1,000 rpm. which corresponds to a power of 40 HP, (international).

The ratio of M :(M +M is chosen first at 40% and then at 50%. The resulting pressure curves B and 13 are shown in Figure 2.

Figure 2 also shows curves B2 and B' which correspond to a fuel supply of three quarters of the amounts of each charge.

A comparison of these curves: shows that operating conditions similar to those in Example I can be obtained by the method according to the invention at a difierent engine speed and even with a partial fuel supply to the engine.

EXAMPLE VI The engine described above is operated under 'the same conditions as in Examples I and H, however at a speed of 1500 r.p.1 n. which corresponds to a power of A comparison of the curves of Figure 4 with each other and with those of Figure l, and of the other data given in Table III confirms our above-mentioned discovery, that a primary injection rate of 30% of the total fuel charge is a proportion close to and beyond which 0ptimal results can be obtained with regard to reducing the ignition lag increasing engine output and, on the other hand, a minimum in fuel consumption and smoke index. When seeking a compromise between these various fiactors the best operating conditions for the above described engine with gas oil are obtained at a primary injection rate of 30% up to 35%. In fact, fuel consumption and smoke formation show a minimum, if the carbureting charge amounts to about 30% of the total amount of gas oil assumed. On the other hand, a carbureting charge constituting 35% of the total fuel charge practically eliminates the ignition lag and thus assures a'perfec-tly smooth operation of the engine. However Figure 4A showsthat a smooth rise of pressure together with high maximum pressures are achieved with shares of the primary injection up to 57%.

EXAMPLE XV Example IX is repeated under the same conditions except that the engine speed is 1,000 rpm. instead of 1,250 as in the case of Example IX. The former speed corresponds to a power of 40 HP. Curve E in Figure 5 illustrates the changes of pressure at full charge, while curve E illustrates these at charge. These curves show that the operation of the engine by the method according to our invention as illustrated by Examples VIII to X11, is independent of the engine speed, while the specific fuel consumption rate is practically the same at both 1,000 and 1,250 rpm.

EXAMPLE XVI Example IX is repeated, however at an engine speed work cycle which phase difference amounts to 360. The timing of the two injections relative to the phases of the work cycle is varied while all other conditions are the same as in the preceding three examples.

In Example XXI the primary injection is effected when crease of engine efliciency obtainable by a phase difference between the two successive injections according to the method of :our invention, which phase difference ranges from about 320 to 360 degrees of rotation of the crankshaft, so that the injection of the carbureting fraction always occurs into the residual hot gases at the end 'of-the exhaust stroke.

In selecting the exact phase difference, i.e. in timing exactly the primary injection when all other conditions remain unchanged, the various factors shown in Table IV should be considered, i.e. not only the ignition lags determining the slope of the pressure curves, but also the specific fuel consumption and the smoke indices.

EXAMPLES XXI AND XXII :ence between the first and the second injection of each of 1500 r.p.m. corresponding to a power of 60 R the angle of rotation of the crank shaft is 378 prior Curve F in Figure 6 illustrates the changes in pres to top center position at the end of the combustion stroke, occurring when the double in ection according to the while the secondary injection takes place at 18 prior me'fhod of our Fwmnon 1S mlected wlth full charge to the same top center, the phase difference between the whilecurve F illustrates the same changes when double 10 two injections being 360. in ection 18 carried outwith a charge. We have found In Example XXII the respective. angles are 0 and again that the same advantages as in Example IX are prior to top center obtained at the higherspeed of the present example with- The corresponding pressure curves H378 and H382 are but changing the specific fuel consumptlon ra illustrated in Figure 8 and show the influence exercised EXAMPLES XVII-XX on the combustion phenomena by the slight shift in the timing of the two injections. It should be noted, that E.xamp 16 I is repeated y operating above desficnbed curve H shows no sudden increase of pressure at the engme at 1250 Wlth gasoline fuel havmg an point of ignition and reaches a maximum which is about octane R.M. number of 80. Equal amounts of fuel are 8 k 2 h th th g. cm. 1g er an at of curve H g as f p f a j fi fi i i i ratel 2 20 It should be borne in mind that the share of the prig mlectlon 1+ 2) t us emg equa 0 mary injection charge is 50%.

While the timing of the secondary injection, i,e. that XA P S XXIII AND XXIV of the igniting charge is the same as that of Example I, 1 i.e. at the time when the crankshaft position is 20 prior Thfiabove (fescnbed englne is operated under the Same to top center at the end of the combustion stroke, the as Examplfis XXI and XXII, however, gas injection time of the primary injection is varied and 0111s used'as fuel; corresponds to 340, 360 and 380 prior to the same The P y 1016000118 take Place (EXQIIIPIe top center (Examples XVIII, XIX and XX). In Example XXHI) and at (E a p XXIV) P p Center, XVII the entire fuel charge is introduced, for the sake of and the n ry njections follow after a phase lag of comparison, in a single injection at the time (20 prior Curvfis 378 32 In Flg. 9 Illustrate i116 P to top center) at which the secondary charge would take Sure changes Occumng dufmg the p 0f the engine place according to the method of our invention, according to the respective examples. These curves Curves G G G and G in Figure 7 illu trate show that similar to those of Figure 8 the secondary inthe pressure changes resulting from the operation of the 35 ieCliOIl 0f g s O as a f el and at an angle of 22 prior engine according to Examples XVII to XX, Th ults top center leads to a smoother rise of the pressure curve of these examples are also illustrated in Table IV below. o ahighcr maximum.

Table IV l Press. Ignition Timing Maxim Fuel Con Smoke Timing of Example No. llli+Mi Curvein Lag 0tPress., Press, sumpt. Index Primary Percent Fig. 7 Max. kgJcm. index In ect.

0 G20 25 fiih es 100 3' l fgiie 2a a at a a as as (iii: 8 '-2 7s 93 3.2 -ss0 The curves of Figure 7 confirm the advantageous op- EXAMPLE XXV erational conditions such as a gradual slope of the rising pressure the reduction of the ignition lag and the The engine is operated at a speed of 1250 rpm. with a fuel consisting of kerosene injected in two successive fractions of 50% each. The carburetinginjection is timed to occur when the crank shaft is at a position of 380 prior to top center at the end of the compression stroke, and the igniting injection is timed to occur at 20 prior to the same top center.

The pressure change resulting from this operation of the engine according to the method of the invention is illustrated by curve L in Figure 10 at full charge, while curve L illustrates operation at a charge.

The comparison of these curves with those of Figure 10 shows that the operational conditions under the method according to the invention are valid for gasoline as well" as for kerosene. In the latter case, the gas mixture in the combustion space shows a tendency to become ig-- nited slightly before the secondary injection occurs and causing a more abrupt rise of the pressure curve. These characteristics due to the combustion of kerosene asfuel are improved by employing a charge insteadof This is confirmed by the fact that the. specific fuel consumption is gram/H.P. hours at.

a full charge. 

